Wind-powered battery charging system

ABSTRACT

During forward motion of an electrically-powered vehicle, air is captured at the front of the vehicle and channeled to one or more turbines. The air from the turbines is discharged at low pressure regions on the sides and/or rear of the vehicle. The motive power of the air rotates the turbines, which are rotatably engaged with a generator to produce electrical energy that is used to recharge batteries that power the vehicle. The generator is rotatably engaged with a flywheel for storing mechanical energy while the vehicle is in forward motion. When the vehicle slows or stops, the flywheel releases its stored energy to the generators, thereby enabling the generator to continue recharging the batteries. The flywheel enables the generators to provide a more stable and continuous current flow for recharging the batteries.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates generally to an electrically powered vehicle andmore particularly to a system for charging batteries which utilizes awind-operated turbine and generator for charging the batteries while thevehicle is in motion and a flywheel for charging the batteries when thevehicle slows down or is stopped.

2. Description of the Related Art

Environmental pollution, noise and depletion of crude oil reserves dueto the increasing use of gasoline-powered vehicles continue to be ofsignificant concern. Electrically-powered vehicles are known to solvesome of the problems associated with the gasoline-powered vehicles, butsuch vehicles are not yet in widespread use. Electrically-poweredvehicles have certain drawbacks as compared to vehicles powered byconventional gasoline engines. Significant drawbacks include limitedtravel range between battery recharging and excessive time required forrecharging the batteries. The average travel distance between batteryrecharging for currently available electrically powered vehicles isconsiderably less than the gasoline powered vehicles. Also, it usuallytakes several hours to recharge the batteries while the vehicle remainsinoperative.

Increasing the travel range of electrically-powered vehicles betweendowntimes for battery recharging can significantly increase the use ofelectrically-powered vehicles. The range of electrically-poweredvehicles can be increased by charging the batteries while the vehicle isin motion. This has typically been accomplished by utilizing aircurrents as a motive power.

For example, U.S. Pat. No. 5,280,827 issued to Taylor et. al. disclosesa long Venturi tube extending along an upper portion of a vehicle thatdirects air flow from the front of the vehicle to a large wind turbinemounted at the rear of the vehicle. The wind turbine rotates about anaxis perpendicular to the axis of the vehicle body. A pair of elongatedlower screw-type turbines are contained in separate lower venturi effecttubes extending along the lower side of the vehicle below the passengercab and discharge so as to aid in the rotation of the large,rear-mounted wind turbine.

U.S. Pat. No. 4,423,368 issued to Bussiere discloses an air ductextending from an inlet along the roof section of a vehicle body abovethe windshield and over the passenger compartment to air outlets locatedin the rear fender wells of the vehicle. Air turbines, operativelyconnected to electric generators, are positioned at the air outlets andare driven by air currents flowing from the duct. Additionally, U.S.Pat. No. 4,254,843 issued to Han et. al. teaches a whirl ventilatorsystem to produce a whirling air flow that rotates a fan to drive analternator such that air flow from the movement of the vehicle generateselectricity to charge batteries. The batteries are connected to anelectric motor which rotates a drive shaft, which is coupled to a drivenshaft through a clutch mechanism. The driven shaft rotates an axle via aconventional differential mechanism. The clutch mechanism has a flywheelmounted about it, and the flywheel is rotatively engaged with anelectric generator.

U.S. Pat. No. 4,168,759 issued to Hull, deceased et. al. discloses animpeller mounted nearly horizontal in a chamber above the passengercompartment of an automobile. The chamber has an opening in its frontfor receiving air and a rear exit vent. The impeller is rotated by airforced through the chamber and mechanically coupled to a generator toprovide auxiliary power for the automobile.

Although, the above-noted and other patents have contributed to the artof electrically-powered vehicles, significant improvements are needed tosolve the short travel distance problems associated with such vehicles.The present invention addresses the above-noted problem and provides asystem for efficiently charging batteries while the vehicle is in motionand when the vehicle is intermittently stopped.

SUMMARY OF THE INVENTION

The present invention provides a wind-powered battery charging systemfor an electrically-powered vehicle having a front, opposinglongitudinal sides, a rear, and at least one battery for storing andproviding electrical energy. The battery charging system comprises: aduct oriented generally longitudinally in the vehicle, the ductcomprises a funnel-shaped air intake duct having a forward openinglocated in the front of the vehicle for receiving air, an air dischargeduct having an air outlet, and a turbine chamber located therebetween; aturbine rotatably secured in the turbine chamber, the turbine having anaxis of rotation about a vertical axis; a generator operatively engagedwith the turbine; a flywheel operatively engaged with the generator forstoring mechanical energy when excess energy is provided by the turbineto the generator and releasing energy when inadequate energy is providedby the turbine to the generator; and electrical circuitry operativelyconnecting the generator to the battery for recharging the battery.

In a preferred embodiment of the battery charging system, the turbinerotates about a turbine shaft having a turbine gear; the generator isoperatively mounted on a generator shaft; the flywheel rotates about aflywheel shaft having a flywheel gear; a first generator gear is mountedon the generator shaft and operatively engaged with the turbine gear;and a second generator gear is mounted on the generator shaft andoperatively engaged with the flywheel gear. Preferably, the turbinegear, the first generator gear, the second generator gear, and theflywheel gear are each sized to optimize the rotational speed of itsrespective component, wherein the turbine gear is larger than the firstgenerator gear, and the gear ratio between the turbine gear and thefirst generator gear is between one and fifty. Likewise, it is preferredthat the second generator gear is larger than the flywheel gear, whereinthe gear ratio between the second generator gear and the flywheel gearis between one and fifty.

The battery charging system may include a housing for the flywheel forsealing the flywheel, wherein the flywheel is contained in a reducedatmosphere, and it may further include a catastrophe-containment devicefor safely containing the flywheel.

The air outlet may be located in the rear of the vehicle, and it may beflared outward. A heat transfer element may be located in the air intakeduct. In an alternative embodiment, the air discharge duct is "Y" shapedwith air outlets located on the opposing sides of the vehicle.

In one aspect the invention provides a method for charging a battery inan electrically-powered vehicle having a front, opposing longitudinalsides, a rear, and at least one battery for storing and providingelectrical energy. The method comprises: capturing air at the front ofthe vehicle as the vehicle moves in a forward direction; passing thecaptured air rearward through a duct in the vehicle to a turbinechamber; rotating a turbine in the turbine chamber with the capturedair; exhausting the captured air through an air discharge duct to an airoutlet; generating electricity in a generator operatively engaged withthe turbine; recharging the battery with the electricity generated inthe previous step; storing mechanical energy in a flywheel that isoperatively engaged with the generator; and releasing stored energy inthe flywheel to the generator for generating electricity.

In another aspect the invention provides an improvement to awind-powered battery charging system for an electrically-powered vehiclehaving a forward facing air intake duct, an air exhaust duct, a turbinechamber therebetween, a generator operatively engaged with the turbineand means for the generator to recharge batteries that store energy andprovide power to the vehicle. The improvement comprises: a flywheelrotatively engaged with the generator for receiving and storingmechanical energy from the generator and for releasing stored energy tothe generator, wherein the gear ratio between the turbine and thegenerator is between one and fifty; the gear ratio between the generatorand the flywheel is between one and fifty; and the air exhaust ductdischarges air through an air outlet located in a region defined by therear of the vehicle and a wave vortex that forms behind the vehicle whenthe vehicle moves forward, so that the air exhausts into a relativelylow-pressure region. The battery charging system may further include aheating element in the air intake duct, and the air discharge duct maybe "Y" shaped and discharge air on opposing sides of the vehicle so asto take advantage of a Bernoulli effect.

Examples of the more important features of the invention thus have beensummarized rather broadly in order that detailed description thereofthat follows may be better understood, and in order that thecontributions to the art may be appreciated. There are, of course,additional features of the invention that will be described hereinafterand which will form the subject of the claims appended hereto.

BRIEF DESCRIPTION OF THE DRAWINGS

For detailed understanding of the present invention, references shouldbe made to the following detailed description of the preferredembodiment, taken in conjunction with the accompanying drawings, inwhich like elements have been given like numerals and wherein:

FIG. 1 shows a top view of an electrically-powered vehicle having a ductfor channeling air to turbines, according to one embodiment of thepresent invention.

FIG. 2 shows a side view of the duct placed in the vehicle shown in FIG.1.

FIG. 3 is an isometric view of an air intake duct, turbine chamber, andair exhaust duct, according to one embodiment of the invention.

FIG. 4 is a top view of an electrically-powered vehicle, according to analternative embodiment of the invention.

FIG. 5 shows a partial elevational view of an air intake duct, turbine,generator, and flywheel according to an embodiment of the presentinvention.

FIG. 6 shows a cross-section of a flywheel placed in a housing that isplaced in a catastrophe-containment device.

DESCRIPTION OF THE PREFERRED EMBODIMENT

FIG. 1 shows a top view of an electrically-powered vehicle 10 having aduct for channeling air to turbines, according to one embodiment of thepresent invention. FIG. 2 shows a side view of the duct placed in thevehicle shown in FIG. 1. FIG. 3 is an isometric view of the air intakeduct, turbine chamber, and air exhaust duct, according to one embodimentof the invention. Referring to FIGS. 1-3 the vehicle 10 has an airintake duct 15 disposed longitudinally within the vehicle 10. As thevehicle 10 moves in a forward direction, air or wind enters a forwardopening 17 of the air intake duct 15. The air intake duct 15 ispreferably funnel shaped from its forward opening 17 to a turbinechamber 20. The cross-sectional area of the air intake duct 15 isgreatest at its forward opening 17 and decreases in the direction of theair flow from the forward opening 17 to the turbine chamber 20. As bestseen in FIG. 3, one or more adjustable scoops 18 may be used to adjustthe wind intake into the intake duct to a desired volume. For example,it may be desirable to increase the wind intake at low vehicular speedsand to decrease the wind intake at high vehicular speeds, so as toregulate the air flow into the turbine chamber 20.

As air flows through the air intake duct 15, it is compressed andaccelerated by the converging walls 15a of the air intake duct 15 andpassed to the turbine chamber 20. In an alternative embodiment, a heattransfer element 19 may be placed at a suitable place in the air intakeduct for heating, and thereby expanding, the incoming air prior todischarging the air into the turbine chamber.

One or more than one turbines 23 are placed in the turbine chamber 20and have blades 23a designed to operatively engage the air flowingthrough the turbine chamber 20. The turbines 20 preferably rotate abouttheir respective vertical axis. Air flowing into the turbine chamber 20impinges on the blades 23a of the turbines 23 and applies a force thatcauses the turbines 23 to rotate. Although the embodiment of FIG. 1shows two side-by-side placed turbines, the number of turbines utilizedand their relative placement in the turbine chamber 20 will depend uponthe design criteria used.

An air discharge duct 26 extends rearward from the turbine chamber 20 toan air outlet 29. Air, having passed through the turbines 23, isdischarged into the air discharge duct 26, from where it is dischargedinto the atmosphere via the air outlet 29. The cross-sectional area ofthe air discharge duct 26 is greater than the exhaust outlet of theturbine chamber 20 so as to minimize pressure in the air discharge duct26.

In one embodiment, the air outlet 29 is located in the rear of the carso that the air is discharged in a region of lower air pressure ascompared to the air pressure in the forward opening 17 of the air intakeduct 15. A wave vortex of air currents forms at the rear of a car beingdriven in a forward direction. Air outlet 29 is preferably located inthe region defined by the rear of the vehicle 10 and the wave vortexbecause that region has a lower pressure than other surfaces of thevehicle 10. By discharging the air into a region of lower pressure thanthe pressure at the forward opening 17 of the air intake duct 15, anaspiration effect is introduced which increases the flow of air throughthe turbines 23. The flow of air through the turbines 23 may also beincreased by flaring out the air discharge duct 26 at the air outlet 29,which further reduces the air discharge pressure.

FIG. 4 shows an alternative embodiment for discharging exhaust air fromthe turbine chamber 20 into the atmosphere. In such an embodiment, theair discharge duct 26 is split to discharge the air from the turbinechamber to either side of the vehicle 10'. For example, the dischargeduct may be split to form a "Y" shape to provide two air ducts 26a' and26a" to discharge the exhaust air to their respective air outlets 29a'and 29a" located on opposite sides of the vehicle 10'. The air outlets29 are shaped and positioned to provide an aspiration effect to takeadvantage of the Bernoulli effect. This provides a lower dischargepressure for the turbines 23, which optimizes the rotational energyimparted to the turbines 23 by the air flowing therethrough.

FIG. 5 shows a partial elevational view of an air intake duct, turbine,generator, and flywheel according to an embodiment of the presentinvention. FIG. 6 shows a cross-section of a flywheel placed in ahousing that is placed in a catastrophe-containment device. Referring toFIGS. 5-6, the turbines 23 rotate about an upright turbine shaft 32,which is supported by bearing supports 35. The bearing supports 35 arefastened to the vehicle 10 for support. Where the upright turbine shaft32 passes through upper and lower surfaces of the turbine chamber 20, aseal 38 is provided to prevent air leakage, but yet allow the uprightturbine shaft 32 to rotate freely. A turbine gear 42 is fastened to theupright turbine shaft 32.

A generator 45 is positioned near the turbines 23. One generator 45 ispreferred, but the invention is operative with more. The generator 45has an armature within fastened to an upright generator shaft 48.Generator bearing supports 53 secure the generator 45 by securing theupright generator shaft 48 to the vehicle 10. A first generator gear 56and a second generator gear 58 are secured to the upright generatorshaft 48. A turbine chain 60 is rotatively engaged with the turbine gear42 and the first generator gear 56 for transferring rotational energyfrom the turbines 23 to the generator 45. Thus, as the turbines 23 arerotated by air flowing through them, the rotational energy imparted tothe turbines 23 is transferred to the generator 45 by the turbine chain60.

The rotational energy imparted to the first generator gear 56 istransferred through the upright generator shaft 48 to the armaturewithin the generator 45, causing the armature to rotate. The rotation ofthe armature within the generator 45 causes the generator 45 to generateelectricity. The generator 45 is operatively connected by electricalcircuitry 63 to storage batteries 66. The electricity generated by thegenerator 45 charges the storage batteries 66.

Still referring to FIG. 5, the various components cooperate to providean energy-efficient system. The storage batteries 66 provide electricalenergy for powering the electrical vehicle 10. As the vehicle 10 isdriven in a forward direction, air or wind is channeled through theforward opening 17 of the air intake duct 15 to the turbines 23, causingthem to rotate. That rotational energy is transferred, via the turbinechain 60, to the armature within the generator 45, where the rotation ofthe armature causes the generator 45 to generate electricity, which isused to recharge the storage batteries 66. Thus, a clean,energy-efficient, self-contained, closed-loop system is provided.

This system is improved by providing a flywheel 70 positioned near thegenerator 45. One flywheel 70 is preferred, but the invention isoperative with more. As seen best in FIG. 6, the flywheel 70 is securedto and rotates about an upright flywheel shaft 73. Flywheel bearingsupports 75 support and secure the upright flywheel shaft 73, yet allowit to rotate freely. The flywheel bearing supports 75 are themselvessecured to the vehicle 10, thereby securing the flywheel 70. Theflywheel 70 is maintained in a reduced atmosphere by sealing it in ahousing 77 as shown in FIG. 6. The housing 77 minimizes wind resistance,allowing the flywheel 70 to operate more efficiently. Where the uprightflywheel shaft 73 passes through upper and lower surfaces of the housing77, a housing seal 79 maintains the reduced atmosphere, but yet allowsthe upright flywheel shaft 73 to rotate freely. For safety, the flywheel70 is further contained in a catastrophe-containment device 81 thatapplies emergency braking and/or captures the flywheel if the vehiclebecomes involved in a collision.

A flywheel gear 84 is secured to the upright flywheel shaft 73. Aflywheel chain 86 is rotatively engaged with the flywheel gear 84 andthe second generator gear 58. As the vehicle 10 is engaged in forwardmotion, a portion of the rotational energy transferred to the uprightgenerator shaft 48 is, in turn, transferred to the flywheel 70 via theflywheel chain 86. The flywheel 70 stores mechanical energy in itsrotation, while the generator 45 produces electric current for chargingthe storage batteries 66. As the vehicle 10 slows or stops, the air flowto the turbines 23 decreases, decreasing the rotational energy providedby the turbines 23. Without the flywheel 70, the generator 45 wouldquickly stop charging the storage batteries 66. However, the flywheel 70continues to rotate when the vehicle 10 slows down or stops after beingdriven in a forward direction because mechanical energy had been storedin the rotation of the flywheel. This stored energy is transferred, viathe flywheel chain 86, from the flywheel 70 to the generator 45,enabling the generator 45 to continue to produce electric current forcharging the storage batteries 66. Thus, the flywheel 70 smooths out theflow of electric current generated by the generator 45, which providesmore efficient charging of the storage batteries 66.

The various gears are sized to optimize the rotational speeds of theirrespective components. The turbine gear 42, which drives the generator45 via the turbine chain 60 connected to the first generator gear 56,has a greater diameter than the first generator gear 56. One completerotation of the turbine gear 42 results in from one to fifty completerotations of the first generator gear 56, preferably ten. Similarly, thesecond generator gear 58, which drives the flywheel 70 via the flywheelchain 86, has a greater diameter than that of the flywheel gear 84. Onerotation of the second generator gear 58 results in from one to fiftyrotations of the flywheel gear 84, preferably twenty.

In a preferred embodiment, the gear ratio between the turbine gear 42and the first generator gear 56 is ten; and likewise, the gear ratiobetween the second generator gear 58 and the flywheel gear 84 is ten.This gear combination rotates the flywheel 70 faster than either theturbines 23 or the generator 45, which is an efficient way to storeenergy in the flywheel 70. Depending on whether the vehicle 10 is beingdriven in a forward direction or slowing or stopping, the flywheel gear84 may be either a driven gear or a driver gear, respectively. In eithercase, the second generator gear 58 and the flywheel gear 84 turn attheir relative speeds because they are directly coupled by the turbinechain 60.

The present invention is illustrated by way of the foregoingdescription, and various modifications will be apparent to those skilledin the art in view thereof. It is intended that all such variationswithin the scope and spirit of the appended claims be embraced thereby.

What is claimed is:
 1. An electrically-powered vehicle having a front,rear, opposing longitudinal sides, and a battery for storing andproviding electrical energy, comprising:(a) a duct assemblycomprising:(i) an air intake duct; (ii) a turbine chamber having aturbine chamber inlet and exhaust outlet; (iii) a discharge duct; and(iv) a discharge outlet, wherein the intake duct is connected to theturbine chamber inlet, the discharge duct is interposed between theturbine chamber exhaust outlet and the discharge outlet, and, thedischarge duct has a larger cross sectional area than the turbinechamber exhaust outlet; (b) a turbine placed in the turbine chamber,said turbine adapted to operate by the air passing through the duct whenthe vehicle is in motion; and (c) a generator operatively engaged withthe turbine, said generator providing electrical energy and charging thebattery with the generated electrical energy when the turbine is inoperation.
 2. An electrically-powered vehicle having a front, rear,opposing longitudinal sides, and a battery for storing and providingelectrical energy, comprising:(a) a duct assembly comprising:(I) an airintake duct having a forward opening; (ii) a turbine chamber having aturbine chamber inlet and exhaust outlet; (iii) a discharge duct; and(iv) a discharge outlet, wherein the intake duct is connected to theturbine chamber inlet, the discharge duct is interposed between theturbine chamber exhaust outlet and the discharge outlet, and, thedischarge duct has a larger cross sectional area than the turbinechamber exhaust outlet; (b) a turbine placed in the turbine chamber,said turbine adapted to operate with the air passing through the ductwhen the vehicle is in motion; (c) a generator operatively engaged withthe turbine, said generator providing electrical energy and charging thebattery with the generated electrical energy when the turbine is inoperation; and (d) a flywheel operatively engaged with the generator forstoring mechanical energy when the turbine is in operation.
 3. Theapparatus of claim 2 further having a circuitry operatively connectingthe generator to the battery for recharging the battery.
 4. Theapparatus of claim 2, wherein the turbine rotates in a horizontal plane.5. The apparatus of claim 2, wherein the turbine is engaged with thegenerator by a gear arrangement.
 6. The apparatus of claim 5, whereinthe generator is engaged with the flywheel by a gear arrangement.
 7. Theapparatus of claim 6, wherein the flywheel is placed in an enclosure. 8.The apparatus of claim 7, wherein the enclosure is substantially sealedfrom the outside air.
 9. The apparatus of claim 7, wherein the flywheelrotates in a horizontal plane.
 10. The apparatus of claim 5, wherein thegear arrangement provides a gear ratio of at least ten between theturbine and the generator.
 11. The apparatus of claim 6, wherein thegear arrangement provides a gear ratio of at least ten between thegenerator and the flywheel.
 12. The apparatus of claim 6 furthercomprising a catastrophe-containment device for safely containing theflywheel.
 13. The apparatus of claim 2, wherein the discharge outlet islocated in the rear of the vehicle.
 14. The apparatus of claim 2,wherein the discharge outlet is adapted to discharge air on the opposinglongitudinal sides of the vehicle.
 15. The apparatus of claim 14,wherein the discharge duct is "Y" shaped with discharge outlets locatedon the opposing sides of the vehicle.
 16. The apparatus of claim 14further having an heating element for heating the air in the intake ductbefore it reaches the turbine.
 17. The apparatus of claim 2, wherein theforward opening has a substantially greater cross-section than thedischarge outlet.
 18. The apparatus of claim 17, wherein the forwardopening has an adjustable flap for adjusting air flow into the duct whenthe vehicle is in motion.
 19. A wind-powered battery charging system foran electrically-powered vehicle having a front, opposing longitudinalsides, a rear, and at least one battery for storing and providingelectrical energy, the battery charging system comprising:(a) a ductassembly, oriented generally longitudinally in the vehicle,comprising:(I) an air intake duct having a funnel shaped air intake witha forward opening in the front of the vehicle; (ii) a turbine chamberhaving a turbine chamber inlet and exhaust outlet; (iii) a dischargeduct; and (iv) a discharge outlet, wherein the intake duct is connectedto the turbine chamber inlet, the discharge duct is interposed betweenthe turbine chamber exhaust outlet and the discharge outlet, and, thedischarge duct has a larger cross sectional area than the turbinechamber exhaust outlet; (b) a turbine adapted to rotate about a verticalaxis placed in the turbine chamber; (c) a generator operatively engagedwith the turbine, said generator providing electrical energy when theturbine is in operation; (d) a flywheel operatively engaged with thegenerator for storing mechanical energy when excess energy is providedby the turbine to the generator and releasing energy when inadequateenergy is provided by the turbine to the generator; and (e) electricalcircuitry operatively connecting the generator to the battery forrecharging the battery.
 20. The battery charging system of claim 19wherein:the turbine rotates about a turbine shaft having a turbine gear;the generator is operatively mounted on a generator shaft; the flywheelrotates about a flywheel shaft having a flywheel gear; a first generatorgear is mounted on the generator shaft and operatively engaged with theturbine gear; and a second generator gear is mounted on the generatorshaft and operatively engaged with the flywheel gear.
 21. The batterycharging system of claim 20, wherein the gear ratio between the turbinegear and the first generator gear is at least ten.
 22. The batterycharging system of claim 21, wherein the gear ratio between the secondgenerator gear and the flywheel gear is at least ten.
 23. The batterycharging system of claim 19, further comprising a housing for theflywheel for sealing the flywheel, wherein the flywheel is contained ina reduced atmosphere.
 24. The battery charging system of claim 19,wherein the air outlet is located in the rear of the vehicle.
 25. Thebattery charging system of claim 19, wherein the air discharge duct is"Y" shaped with air outlets located on the opposing sides of thevehicle.
 26. The battery charging system of claim 19, further comprisinga heat transfer element for heating air passing through the turbines.27. In an electrically-powered vehicle having a front, opposinglongitudinal sides, a rear, and at least one battery for storing andproviding electrical energy, a method for charging the battery,comprising:(a) capturing air at the front of the vehicle as the vehiclemoves in a forward direction; (b) passing the captured air rearwardthrough a duct in the vehicle to a turbine chamber; (c) rotating aturbine in the turbine chamber having a turbine chamber exhaust outletwith the captured air; (d) exhausting the captured air through an airdischarge duct having a larger cross sectional area than the turbinechamber exhaust outlet to an air outlet; (e) generating electricity in agenerator operatively engaged with the turbine; (f) recharging thebattery with the electricity generated in the previous step; (g) storingmechanical energy in a flywheel that is operatively engaged with thegenerator; and (h) releasing stored energy in the flywheel to thegenerator for generating electricity.
 28. A wind-powered batterycharging system for an electrically-powered vehicle having a forwardfacing air intake duct, an air discharge duct, a turbine chamber havinga turbine chamber exhaust outlet therebetween, the air discharge ducthaving a larger cross sectional area than the turbine chamber exhaustoutlet, a generator operatively engaged with the turbine and means forthe generator to recharge batteries that store energy and provide powerto the vehicle, comprising:(a) a flywheel rotatively engaged with thegenerator for receiving and storing mechanical energy from the generatorand for releasing stored energy to the generator, wherein the gear ratiobetween the turbine and the generator is between one and fifty and thegear ratio between the generator and the flywheel is between one andfifty; and (b) the air exhaust duct discharges air through an air outletlocated in a region defined by the rear of the vehicle and a wave vortexthat forms behind the vehicle when the vehicle moves forward, so thatthe air exhausts into a relatively low-pressure region.
 29. The batterycharging system of claim 28, further comprising a heating element in theair intake duct.
 30. The battery charging system of claim 28, whereinthe air discharge duct is "Y" shaped and discharges air on opposingsides of the vehicle so as to take advantage of a Bernoulli effect.